Railway signal apparatus.



J. E. JOHNSON.

RAILWAY SIGNAL APPARATUS.

APPLICATION FILED ra.11.\914.

1, 182,09 1. Patented May 9, 1916.

l. E. JOHNSON.

RAILWAY SIGNAL APPARATUS.

APPLICATION mio fE.17.1914.

1, 182,09 1. Patented May 9, 1916.

2 SHEETS-SHEET 2.

.4 TTRNE Y THE coLummA PLANQGRAPH co.. WASHINGTON. D. c.

JOHN E. JOHNSON, OF ANDERSON, INDIANA.

RAILWAY SIGNAL APPARATUS.

Specification of Letters Patent.

Patented May 9, 1916.

Application filed February 17, 1914. Serial No. 819,201.

To all yw/lwm it may concern Be it known that I, JOHN E. JOHNSON, a citizen of the United States, and a resident of Anderson, county of Madison, and States of Indiana, have invented a certain new and useful .Railway Signal Apparatus; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, in which like letters refer to like parts.

One object of this invention is the automatic operation of the air brake system of a car or train by the danger' signal apparatus carried thereon or in connection with a locomotive.

Another object is to enable the engineer or motorman to release the air brake mechanism when he wishes to proceed after receiving the danger signal.

Another object is to cause the signal to be changed from the danger signal to the slow signal after receiving the danger signal.

The full nature of the invention will be understood from the accompanying drawings and the following description and claims.

In the drawings, Figure 1 is a rear elevation of a locomotive and railway, the locomotive being equipped with my said apparatus. Fig. 2 is a longitudinal vertical section through the signal operating mechanism carried by the locomotive with parts in normal position and parts being broken away and parts in dotted lines. Fig. 3 is the same with the parts actuated. Fig. 4 is the same with the air brake mechanism released. Fig. 5 is a bottom view of the means for changing the signals, viewed from the line 545 of Fig. 3, parts being broken away. Fig. 6 is a section of a part of the device on the line 6-6 of Fig. 4. Fig. 7 is a section on the line 7 7 of Fig. 2. Fig. 8 is a section on the line 8 8 of Fig. 5. Fig. 9 is a bottom view of a portion of the top plate in Fig. 8. Fig. 10 is a section on the line 10-10 of Fig. 4.

In the drawings there is a railway 10 and locomotive 11 which is equipped with this invention, although it is not limited to use in connection with locomotives, but may be used in cars or the like which travel on a railway. The invention is also to be used in connection with an actuating device located on or near the railway which is not herein shown.

The invention is contemplated to operate three signal lamps 12 on the locomotive, one of which may be white, another red and another green. As explained in my former application Serial No. 772,260, filed June 7, 1913, these lamps are connected by electrical circuits composed of wires 13 and 14 with means in a signal controlling boX 15 secured to the side of the locomotive immediately above the railway, as shown in Fig. 1.

Vithin the boX there is a transversely mounted fulcruni rod 16 on which three arms 17, 18 and 19 are pivotally mounted side by side and spaced apart substantially as shown in Fig. 1. Each arm projects through an opening 2O in the bottom of the box, as seen in Fig. 2, and down rather close to the railway in position to be engaged by a suitable device mounted in connection with the railway and not here shown, said device. however, being adjustable for operating any one of the three arms 17, 18 and 19, as desired, and moving said arm from the position shown in Fig. 2 to that shown in Fig. 3.

On the rod 16 there are three bell crank levers 40 loosely mounted, each of said levers secured to each arm 17, 18 and 19, and pivoted to link bars 21, respectively, and said link bars are pivoted, respectively, to three bell crank levers 22 fulcrumed on a rod 23. The bell crank levers 22 carry on their upper ends plates 24, 25 and 26, curved as shown in Fig. 2, concentrically with the rod 23 and being placed successively nearer said rod, as shown.

On each link bar 21 there is a roller 27 projecting into position to engage the corresponding switch bar 30 which is pivoted at its lower end ou a rod 31, which is insulated and connected with the electrical conductor 13. The roller 27 thus moves the corresponding switch bar 30 from the lefthand position shown in Fig. 2 to the righthand position shown in Fig. 3, into a spring terminal 32 with which the wire 14 is connected. This closes one of the lamp circuits and temporarily holds arm 30 in circuit elosing position. Only one of the three switch bars 30 is in a circuit closing position at any one time and the other two are in the open or left-hand position, as shown,

where their upper ends are held by a spring 33 against an insulated block 34. The terminal 82 is formed in the same way, namely, by a spring secured to a stationary block 85. The switch bar wedges in between the spring and the block 34, and effects a good elec` trical connection. There is a terminal 82 and a block 34 for each switch bar 80.

The function of the plates 24, 25 and 26 is to return two of the three switch bars 80 to the open or left-hand position when the other switch bar 30 is thrown into a circuit closing position. Therefore, the plates 24, Q5 and 26 are so formed, as indicated in Fig. 6, that when any switch bar 30 is thrown into circuit closing position, its corresponding lever 2Q moves a plate Q4, 25 or 26, so as to move the other two switch bars 30 into open position. In this manner the purpose to signal a lamp on a locomotive can be effected by properly setting the track device so as to actuate a particular one of the arms 17, 18 andv 19.

The arms 17, 18 and 19 are returned to vertical or normal position after actuation by springs, not shown. in tubes 42 acting en a piston rod 43 which is pivotally connected to one end of a hell crank lever 40. The tube 42 is pivoted on a rod 11 so as to rock thereon as the lever 4() operates. This spring construction may be better understood by reference to my former application, and they serve as shock absorbers also and thus prevent a blow on one of the arms 17, 18 and 19 acting with too much power and suddenness and thereby the pa rts of the mechanism are relieved. The return movement of the arms 17, 18 and 19 causes corresponding return movement of the associated parts. There is also shown herein an air brake valve 50 and connections with an air brake system, substantially as set forth and disclosed in my former application, said air brake system being on a car or train so that when the red light arm 17 is thrown, the air brake system will be automatically operated for stopping the car or train.

The mechanism so far described in general is substantially the same as that in my former application with one or two minor exceptions. The means shown herein for operating the air brake is different from that previously shown by me. The chief improvement is means for enabling the engineer of the train to release the air brake mechanism before the red signal has been thrown, and the air brake consequently operated, so as to avoid the consequences of such danger signal. The engineer has noticed the danger signal and to that extent the signal machinery has done its work, but when he desires to go beyond the danger signal, as is often required, he can undo what the red light signal apparatus has done, that is, he can turn out the red signal and turn on the green or white signal so that he can pass the red signal but proceed slowly, as indicated by the green or white signal. To that end the valve lever 51 of the air brake valve is pivotally connected with a bar secured to a sliding plate 53 which operates on the guide 5l and is connected by an arm to which is pivoted one end of a bar 5G. This bar lies within the bifurcated upper end of the arm 17 and is actuated by said lever, sec Fig. 7. The slotted upper end of the arm 17 acts as a guide for the free end of the bar 56. lVhen the lever 17 is operated by the track device to the position shown in Fig. 3, a pin 57 thereon operating` in a slot 58 in said bar 56, engages a shoulder on said bar in one edge of said slot and thus moves said bar 56 to the right from the position shown in Fig. 2 to that shown in Fig. 3, and this operates the brake valve to set the brakes.

ln order to release the brake mechanism, il' the engineer wants to proceed beyond the danger signal, he operates a lever 66 from the position shown in Fig. Q to that shown in Fig. 4, said lever' being pivoted at its lower end to a crank bar 67 and through a connecting bar 68 actuates a rocking bar 69 pivoted to the casing at 7() and the upper end of that bar has a projection 71 which engages the lower edge of the bar 56 and lifts the free end thereof so that the shoulder will not be caught by piu 57 on the lever 17. There is a flat spring 101 fastened to the inside wall of the box to hold the slidable block 53 in normal position when 56 is operated as shown in F ig. 1. rod 74 is pivoted to the arm 55 and extends through the wall of the boX 15 and has a handle on its outer end,

which when withdrawn returns bar 56 and block 53 to their original positions and returns the brake valve to its original position and thus releases the brakes. A flat spring 76 bears on the bar 56 to hold the free end of it down on the pin 57. Said spring 76 is secured at 77 to the block The foregoing mechanism to release the brake system will enable the engineer to proceed beyond the danger signal receiving position slowly, if it is desired. But to add further caution, it may be desired in such event that the red signal be changed to the white or green signal and that is accomplished by the following means: There are two arms 80 and 81 loosely mounted on the oscillatory rod and arm 80 moves in the same direction as bar 69 when actuated, while the arm 81 moves in the opposite direction because its connecting bar 181 is located below thc fulcrum 67 of lever 66. The upper ends of the bars and 81 are reduced to project through holes 28 in the slidable plates 82 and 83. The plate 82 is associated with the green signal terminal and it has a shoulder 81 in such position that when it is moved forward by the movement of the lever G6, from the position shown in Fig. 4 to that shown in Fig. 3, it will push the corresponding switch lever 3() from the open position to the switch closing position and thus cause the green signal. This same action of lever GG will move plate 83 in the opposite direction from plate 82 and cause its shoulder 85 to engage the red light switch bar 30 which is in closing position and return it to the open position and cut out that signal. Plates 82 and 83 are held in position near terminals and 33 by plate which is securely fastened to blocks 35 by two pins 87 extending through slots 38 in plates 82 and 83 and fastened to spring plate 8G. one near each end. There is also a pin on plates S2 and 83 which pin works in groove in plate 100, see Fig. 9. Said pins 3T and 105 act as guides for plates 82 and S3. see Fig. The width of the slots S8 is greater than the diameter or` the pins 8T. and niar each end of the slots, each plate 82 and S3 is provided with a shoulder 90 for shifting the plates laterally into and out ot engagement with the switch bars 31'). Thus the plate 82. which is to throw on the green signal, has the ends ot its slots 8S so formed that when the lever 6G is in the normal position. shown in Fig. 3, its shoulder 81 will wholly disengage a switch lever, as shown in dotted lines in Fig. 5. Then the lever 6G is in normal position. as shown in Fig. the red light signal plate is moved laterally7 so that it will wholly disengage its switch bar 30 and permit the free operation of the switch bars. But when the lever (3G is thrown to the position shown in Fig. 4. and the plate 83 has been moved to its limit. the shoulder 90 at the inner end of the slot 88 will force the plate 33 laterally and move its shoulder 85 in behind the switch ba 30 which is connected at that time with the terminal 3Q. Then the return movement of the lever G6 will throw said plate 33 and shoulder 85 and return said switch har 30 from the circuit closing position to the open position and turn oil*1 the red signal and when the plate S3 thus returns to its normal position, the shoulder 90 at the outer end of the slot 88, will engage the pin S7 and thereby be shifted so that it will be wholly out of touch with its switch bar 30 and permit the free operation thereof. lt must be understood that the lever 17, after actuation from the position shown in Fig. 9. to that shown in either Figs. 3 or 4 is at once returned to the normal position shown in Fig. Q by the springs and cylinder 48. The parts are not moved from the position shown in Fig. 3 to that shown in Fig. 4 but they are moved into the position shown in one or the other of Figs. 3 and 4.

F ig. 3 is what may be termed a normally operated position, but when the engineer sees a signal and does not wish the brake mechanism to be operated, he operates the lever G6 to the position shown in Fig. 4, which will cause the device to operate the signalinff means or lights, but not the brake mechanism. lhen a switch arm 30 is actuated by the roller Q7 on the bars Q1, it is held by a spring in such actuated or switch closing position by the lever 17 and the roller 2T immediately return to their normal position in Fig. 2.

The invention claimed is:

1. The combination with a car or the like, of an air brake system. an arm carried by the ar adapted to be actuated by a track device, slidable means Yfor operating the air brakes, a bar pivoted to said means and provided with a shoulder adapted to be engaged by said arm when actuated for causing the movement of said air brake operating means, a spring for retaining said bar when disengaged from said arm, and means operated bv a person on the car for disengaging said bar.

The combination with a Car or the like, ot an air brake system, an arm carried by the car adapted to be actuated by a track device, slidable means for actuating the air brakes, a bar pivoted at one end to Said means and at the other end provided with a longitudinal slot with a shoulder between the ends of said slot, a pin extending from said arm into said slot and adapted to engage said shoulder and actuate said bar when the arm is actuated, means for returning said bar when the shoulder on said bar disengages the pin on said arm, and means (,perable by a. person on the car for moving the free end of said bar to release the shoulder from the pin on the arm.

The combination with a car or the like, ot' an air brake system, an arm carried by the, car adapted to be actuated by a track device, slidable means for actuating the air brakes, a bar pivoted at one end to said means and at the other end provided with a longitudinal slot with a shoulder between the ends of said slot. a pin extending from said arm into said slot and adapted to engage said shoulder and actuate said bar when the arm is actuated, means operable by a person on the car for moving the free end of said bar to release the shoulder thereof from the pin on the arm, and a spring for holding the tree end of said bar in engagement with the pin on the arm.

4. Signal apparatus for cars and the like including a plurality of electric signals, a separate circuit for each signal, a switch bar for closing each circuit, means adapted to be actuated by a track device for closing one circuit and opening the others, and means adapted to be operated by a person on the car for changing said switch bars so as to change the signals.

5. Signal apparatus for cars and the like including a plurality of electric signals, a separate circuit for each signal, a switch bar for closing each circuit, means adapted lo be actuated by a track device for closing one circuit and opening the others, a

sliding plate for each switch bar, one of said plates adapted on its forward movement to move one switch bar and the other plate adapted on its return movement to move another switch in opposite directions, and means operable by a person on the car to move said plates simultaneously in opposite directions.

Signal apparatus for cars and the like including a plurality of electric signals, a separate circuit for each signal, a switch bar for closing each circuit, means adapted to be actuated by a track device for closing one circuit and opening the others, a sliding plate for each switch bar, one of said plates adapted on its forward movement to move one switch bar and the other plate adapted on its return movement to move another switch bar in opposite direction, and means for laterally shifting said plates as they are operated to and fro to move them into and out of engagement with said switch bars.

7. Signal apparatus for cars and the like including a plurality of electric signals, a separate circuit for each signal, a switch bar for closing each circuit, means adapted to be actuated by a track device for closing one circuit and openingr the others, a sliding plate for each switch bar, one of said plates adapted on its forward movement to move one switch bar and the other plate adapted on its return movement to move another switch bar in opposite direction, and a guide pin extending through said slots in position to engage said shoulders at the limits of movement by said plates and shift them into and out of engagement with the switch bars.

8. A signal apparatus for cars and the like including a plurality of signals, means adapted to be operated by a track device for operating one of said signals, an air brake system, means adapted to be actuated bv said signal operating means for operating the air brakes, and means adapted to be operated by a person on the car for simultaneously causing the release of said air brake system and changing` said signals.

ln witness whereof, il have hereunto affixed my signature in the presence of the witnesses herein named.

JOHN E. JOHNSON.

Titnesses J. H. lVELLs, O. M. MCLAUGHLIN.

Copies o! this patent may be obtained for ve cents each, by addressing the Commissioner of Patenti Washington, D. C. 

